EP1046803A2 - Procédé de commande d'un moteur à combustion interne - Google Patents

Procédé de commande d'un moteur à combustion interne Download PDF

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Publication number
EP1046803A2
EP1046803A2 EP00107715A EP00107715A EP1046803A2 EP 1046803 A2 EP1046803 A2 EP 1046803A2 EP 00107715 A EP00107715 A EP 00107715A EP 00107715 A EP00107715 A EP 00107715A EP 1046803 A2 EP1046803 A2 EP 1046803A2
Authority
EP
European Patent Office
Prior art keywords
ignition angle
combustion engine
internal combustion
fuel mass
injected
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Granted
Application number
EP00107715A
Other languages
German (de)
English (en)
Other versions
EP1046803A3 (fr
EP1046803B1 (fr
Inventor
Rudi Mayer
Winfried Langer
Harry Friedmann
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Robert Bosch GmbH
Original Assignee
Robert Bosch GmbH
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Robert Bosch GmbH filed Critical Robert Bosch GmbH
Publication of EP1046803A2 publication Critical patent/EP1046803A2/fr
Publication of EP1046803A3 publication Critical patent/EP1046803A3/fr
Application granted granted Critical
Publication of EP1046803B1 publication Critical patent/EP1046803B1/fr
Anticipated expiration legal-status Critical
Expired - Lifetime legal-status Critical Current

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Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D31/00—Use of speed-sensing governors to control combustion engines, not otherwise provided for
    • F02D31/001—Electric control of rotation speed
    • F02D31/007—Electric control of rotation speed controlling fuel supply
    • F02D31/009—Electric control of rotation speed controlling fuel supply for maximum speed control
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D37/00—Non-electrical conjoint control of two or more functions of engines, not otherwise provided for
    • F02D37/02—Non-electrical conjoint control of two or more functions of engines, not otherwise provided for one of the functions being ignition
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/30—Controlling fuel injection
    • F02D41/3011—Controlling fuel injection according to or using specific or several modes of combustion
    • F02D41/3017—Controlling fuel injection according to or using specific or several modes of combustion characterised by the mode(s) being used
    • F02D41/3023—Controlling fuel injection according to or using specific or several modes of combustion characterised by the mode(s) being used a mode being the stratified charge spark-ignited mode
    • F02D41/3029—Controlling fuel injection according to or using specific or several modes of combustion characterised by the mode(s) being used a mode being the stratified charge spark-ignited mode further comprising a homogeneous charge spark-ignited mode

Definitions

  • the invention relates to a method for operating a Internal combustion engine, in particular of a motor vehicle, at a fuel mass in a first operating mode during one compression phase and in a second Operating mode during a suction phase directly into one Combustion chamber is injected, in which the injected Mass of fuel from a spark plug at an ignition angle is ignited, and in which the fuel mass and the Firing angle depending on one via an accelerator pedal Enterable driver request and depending on the Speed of the internal combustion engine controlled and / or regulated become.
  • the invention also relates to a Internal combustion engine, in particular for a motor vehicle, with a combustion chamber in which a fuel mass in a first operating mode during a compression phase and in a second operating mode directly during an intake phase is injectable, with a spark plug, with which the injected fuel mass at an ignition angle is flammable, and with a control unit for control and / or regulation of the fuel mass and the ignition angle depending on one that can be entered via an accelerator pedal Driver request and depending on the speed.
  • Such a method and one Internal combustion engines are, for example, from a so-called gasoline direct injection in motor vehicles known.
  • the homogeneous operation is preferably for full load operation of the internal combustion engine provided during the shift operation for idling and Partial load operation is suitable.
  • the fuel mass and the ignition angle is influenced by the control unit.
  • the object of the invention is a method for operating to create an internal combustion engine with which the generation an undesirable moment is avoided.
  • This task is initiated in a procedure mentioned type according to the invention solved in that at a Driver request that is smaller than a specified one Threshold, and at a speed greater than one predefined threshold, the ignition angle afterwards late is adjusted.
  • the task according to the invention solved that when a driver request is less than a predetermined threshold, and at a speed that is greater than a predetermined threshold through which The ignition angle control unit can then be adjusted late is.
  • the driver request is smaller than the specified one Threshold, and at the speed that is greater than that predefined threshold, then no more fuel mass injected. The possibility that too much fuel due to a malfunction of the control unit, is reduced or even avoided.
  • An error is detected when the driver requests that the is less than a predetermined threshold, and at one Speed that is greater than a predetermined threshold, the Ignition angle is not adjusted afterwards afterwards. It will ie monitors whether the The ignition angle is retarded. Is this not the case, so is a software error closed. In this case, it is particularly advantageous if the control and / or regulation of the fuel mass and the ignition angle is started again.
  • control Program stored on a computing device, in particular on a microprocessor, executable and for Execution of the method according to the invention is suitable.
  • the invention is based on a Control stored program realized so that this control provided with the program in the same
  • the invention represents how the method for its Execution the program is suitable.
  • a control can in particular be an electrical storage medium for Use, for example, a read-only memory.
  • an internal combustion engine 1 is one Motor vehicle shown, in which a piston 2 in one Cylinder 3 is reciprocable.
  • the cylinder 3 is with a combustion chamber 4 provided, inter alia, by the Piston 2, an inlet valve 5 and an outlet valve 6 is limited.
  • the inlet valve 5 is an intake pipe 7 and an exhaust pipe 8 is coupled to the exhaust valve 6.
  • Fuel can be injected via the injection valve 9 the combustion chamber 4 are injected. With the spark plug 10 the fuel can be ignited in the combustion chamber 4.
  • the intake pipe 7 there is a rotatable throttle valve 11 housed, through which the intake pipe 7 air can be supplied is.
  • the amount of air supplied depends on the Angular position of the throttle valve 11 is in the exhaust pipe 8 a catalyst 12 housed, the cleaning of the exhaust gases generated by the combustion of the fuel serves.
  • An exhaust gas recirculation pipe 13 leads back from the exhaust pipe 8 to the intake pipe 7.
  • a Exhaust gas recirculation valve 14 accommodated with which the amount of recirculated exhaust gas set in the intake pipe 7 can be.
  • Tank ventilation line 16 One leads from a fuel tank 15 Tank ventilation line 16 to the intake pipe 7.
  • Tank vent line 16 In the Tank vent line 16 is a tank vent valve 17 housed with which the amount of the intake pipe 7th supplied fuel vapor from the fuel tank 15 is adjustable.
  • the piston 2 is in by the combustion of the fuel the combustion chamber 4 in a reciprocating motion, the is transmitted to a crankshaft, not shown, and exerts a torque on them.
  • a control device 18 is of input signals 19 acted upon, the operating variables measured by sensors represent the internal combustion engine 1.
  • Control unit 18 with an air mass sensor, a lambda sensor, connected to a speed sensor and the like.
  • the control unit 18 is also provided with an accelerator pedal sensor connected, which generates a signal that the position of a accelerator pedal operated by a driver and thus the Specifies driver request or its requested torque.
  • the control unit 18 generates output signals 20 with which the behavior of the Internal combustion engine 1 can be influenced.
  • the control unit 18 with the injection valve 9, the Spark plug 10 and the throttle valve 11 and the like connected and generates the for their control required signals.
  • control unit 18 is provided for the To control operating variables of the internal combustion engine 1 and / or to regulate.
  • the injector 9 injected into the combustion chamber 4 fuel mass from the Control unit 18, in particular with regard to a small one Fuel consumption and / or a low Controlled and / or regulated pollutant development.
  • the control unit 18 is equipped with a Microprocessor provided in a storage medium, a program especially in a read-only memory has saved, which is suitable for the named Control and / or regulation to perform.
  • a so-called Homogeneous operation of the internal combustion engine 1 the Throttle valve 11 depending on the desired Torque partially opened or closed.
  • the Fuel is injected from the injector 9 during a caused by the piston 2 suction phase in the Combustion chamber 4 injected.
  • intake air is the injected Fuel swirls and thus in the combustion chamber 4 in essentially evenly distributed.
  • Air / fuel mixture during the compression phase compressed to then ignite from the spark plug 10 become. Due to the expansion of the ignited fuel the piston 2 is driven.
  • the resulting torque depends on the position of the Throttle valve 11 from. With regard to a low
  • a so-called homogeneous The internal combustion engine 1 becomes lean, the fuel as in the homogeneous operation during the intake phase in the Combustion chamber 4 injected. Unlike that However, the fuel / air mixture can also operate homogeneously occur with lambda> 1.
  • the Throttle valve 11 wide open.
  • the fuel is from that Injector 9 during a through the piston 2nd compression phase in the combustion chamber 4 injected, locally in the immediate vicinity the spark plug 10 and in time at a suitable distance the ignition timing. Then with the help of the spark plug 10 Fuel ignited, so that the piston 2 in the now following working phase by the expansion of the inflamed Fuel is driven. The resulting torque depends largely on the injected in shift operation Fuel mass.
  • the shift operation is essentially for idle operation and partial load operation of the Internal combustion engine 1 provided.
  • FIG. 2 shows a course of the first time diagram Accelerator pedal position fp applied by an approximately constant value drops to a minimum value. This History occurs, for example, when a driver Takes his foot off the accelerator pedal and signals that the internal combustion engine 1 no longer be given a moment should. The driver request is therefore "zero".
  • a speed n plotted in the third time diagram the internal combustion engine 1 also drops to low values from. Usually the speed n drops approximately to From idle speed, which is selected such that the Internal combustion engine 1 just said "inner" moment can muster.
  • the accelerator pedal position falls below fp a threshold fp1 that is slightly larger than that minimum value of the accelerator pedal position fp. From this can be recognized be that the accelerator pedal reaches its minimum position and the driver request is "zero".
  • the speed n falls below a threshold value n1 which is slightly greater than the idle speed. From this can be recognized that the internal combustion engine 1 is now their Idle speed has essentially reached.
  • the fault can be a hardware or Software error of the control unit 18 act, which leads to a incorrect increase in fuel mass mk leads. It is also possible that at least one of the Injector 9 is dirty or defective, so that on this way more fuel is injected. Likewise it is possible that via the tank ventilation, for example due to an incomplete closing Tank vent valve 17, too much fuel in the Combustion chamber 4 arrives. Without further ado there are also others Possibilities conceivable that lead to an undesirable increase of the fuel mass mk as in the second 2 shown after the time ts is.
  • the speed exceeds n at a time t3 the threshold n1 towards larger values. This is recognized by the control unit 18. The conditions are now met that the Accelerator pedal position fp is less than the threshold fp1, and that the speed n is greater than the threshold n1.
  • the control unit controls and / or regulates with a block 23 18, the throttle valve 11, the injection valve 9 and the Spark plug 10 in the manner described with reference to FIG. 2 and way.
  • a block 24 is used to monitor the control mentioned and / or regulation. For the purpose of this monitoring, the Control device 18 again and again whether a driver request is present, which is less than a predetermined threshold fp1, and whether there is a speed that is greater than the predetermined threshold n1. If this is the case, check the control unit continues whether the ignition angle afterwards is adjusted late. If this is the case, there is no Error before and the control and / or regulation will continued unchanged. However, if this is not the case, is the ignition angle despite the fulfillment of the above Conditions are not postponed until late Error closed.
  • the method is implemented with a block 25 continued, which contains an error routine.
  • the Driver made aware of the error or other measures indicating errors can be taken. It is also possible to re-control the control unit 18 start, ie a "reset" of the control unit 18 perform. Then the control and / or regulation the internal combustion engine 1 started again or new initialized so that an existing one Software error may no longer exist.

Landscapes

  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)
  • Combined Controls Of Internal Combustion Engines (AREA)
  • Electrical Control Of Ignition Timing (AREA)
EP00107715A 1999-04-23 2000-04-11 Procédé de commande d'un moteur à combustion interne Expired - Lifetime EP1046803B1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE1999118565 DE19918565A1 (de) 1999-04-23 1999-04-23 Verfahren zum Betreiben einer Brennkraftmaschine
DE19918565 1999-04-23

Publications (3)

Publication Number Publication Date
EP1046803A2 true EP1046803A2 (fr) 2000-10-25
EP1046803A3 EP1046803A3 (fr) 2002-08-21
EP1046803B1 EP1046803B1 (fr) 2006-11-08

Family

ID=7905685

Family Applications (1)

Application Number Title Priority Date Filing Date
EP00107715A Expired - Lifetime EP1046803B1 (fr) 1999-04-23 2000-04-11 Procédé de commande d'un moteur à combustion interne

Country Status (3)

Country Link
EP (1) EP1046803B1 (fr)
JP (1) JP2000314366A (fr)
DE (2) DE19918565A1 (fr)

Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP1288465A3 (fr) * 2001-08-28 2003-08-20 Robert Bosch Gmbh Dispositif d'injection directe pour un moteur à combustion
FR2918115A1 (fr) * 2007-06-29 2009-01-02 Renault Sas SYSTEME ET PROCEDE DE DETECTION DE l'EMBALLEMENT D'UN MOTEUR A COMBUSTION INTERNE DE VEHICULE AUTOMOBILE.

Family Cites Families (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE2834638A1 (de) * 1978-08-08 1980-02-28 Bosch Gmbh Robert Vorrichtung zur wenigstens teilweisen unterbrechung der kraftstoffzufuhr bei vorzugsweise in fahrzeugen eingebauten brennkraftmaschinen im schiebetrieb
JP2517909B2 (ja) * 1986-05-29 1996-07-24 株式会社日立製作所 内燃機関制御システムおよびその制御方法
DE4400260A1 (de) * 1994-01-07 1995-07-13 Bosch Gmbh Robert Steuerungssystem für einen Verbrennungsmotor
JP3201936B2 (ja) * 1995-09-29 2001-08-27 株式会社日立製作所 筒内噴射エンジンの制御装置

Non-Patent Citations (1)

* Cited by examiner, † Cited by third party
Title
None

Cited By (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP1288465A3 (fr) * 2001-08-28 2003-08-20 Robert Bosch Gmbh Dispositif d'injection directe pour un moteur à combustion
US6971364B2 (en) 2001-08-28 2005-12-06 Robert Bosch Gmbh Fuel injection system for internal combustion engines with gasoline direct injection, which includes optional injection into the intake tube, and method for operating it
FR2918115A1 (fr) * 2007-06-29 2009-01-02 Renault Sas SYSTEME ET PROCEDE DE DETECTION DE l'EMBALLEMENT D'UN MOTEUR A COMBUSTION INTERNE DE VEHICULE AUTOMOBILE.
WO2009004193A1 (fr) * 2007-06-29 2009-01-08 Renault S.A.S. Systeme et procede de detection de l'emballement d'un moteur a combustion interne de vehicule automobile

Also Published As

Publication number Publication date
EP1046803A3 (fr) 2002-08-21
JP2000314366A (ja) 2000-11-14
DE19918565A1 (de) 2000-10-26
EP1046803B1 (fr) 2006-11-08
DE50013712D1 (de) 2006-12-21

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